Apparatus for distributing railway vehicles from a main line over a group of lines



May 18, 1926.

J. FEUERLEIN APPARATUS FOR DISTRIBUTING RAILWAY VEHICLES FROM A MAIN LINE OVER A GROUP OF LINES Filed Feb. 27, 1925 2 Shegts-Sheet 1- e]0&0%%83 Fue r28 25%.

May '18 ,1926. v 1,585,337

- J. FEUERLEIN APPARATUS FOR DISTRIBUTING RAILWAY VEHICLES FRO A MAIN LINE OVER A GROUP OF LINES Filed Feb. 27, 1925 2 Sheets-Sheet 2 Patented May 18, 19262 FAFENT QFEQE.

JOHANNES FEUERLEIN, OF ZEHLENDORF, NEAR BERLZN, GERMANY.

APPARATUS FOR DISTRIBUTING RAILW'AY VEHICLES FROM A MAIN LINE OVER A. GBGUP OF LINES.

Application filed February 27, 1925.

My invention relates to improvements in apparatus for distributing railway vehicles from a main line over a groin) of lines.

My invention is based on the principle of the well known multiple switch and its object is to ensure an e'liicient shunting service on railway stations. The invention consists essentially in the provision of a plural i y of articulated bridge sections supported at their ends on carriages or portable under-frames which are driven through longitudinal shafts and toothed gears from a main motor and a number of auxiliary motors controlled by said main motor.

An embodiment of my invention is illustrated by vay of example in the drawings attired to this specification and forming a part thereof.

in the drawings is z- Fig. 1, a plan 0t the general arrangement,

2, a side-elevation of the supporting carriage and the ends of the bridge girders resting upon it- Fig. 3. a cross-section on the lines C--D of v thro gh the bridge girder track with the supporting carriage in elevation and vFig. at, a cross-section through the supporting underirame on a larger scale.

The general arrangement is as follows:

Between the main track or line E of the arrival g oup and the distribution lines of the direction group B, Fig. 1, are located a plurality of bridge sections hinged or coui d together by pivots and consisting essenxily o't two sheet-iron beam girders 10, the is of which rest upon carriages or undermes mounteo on wheels rolling on tracks T 1e arrangement is such that the "a in their combined state sweep a fan? l area. The distance between the ron girders ot the individual bridges such that the rails 12 mounted on them term a standard gauge track.

The special arrangement is illustrated by way oi": ample in 1. In this case there are provided eight bi idges or bridge sections 13 l% B l The bridges B to B have each a length of about m. The bridge B as a length of about 20.59 n.

he i st Serial No. 12,027.

bridge E rests with one end on a stationary abutment or block of masonry by means of an axle bearing 16 which permits an angular movement of the bridge within an angle oi. 6 72. he track 12 mounted on the bridge girders connects at the pivot or fulcrum at its end with the main line E on which the trucks letto be distributed or sorted are standing coupled together and forming a train. The other end of the first bridge as well as the ends of the other seven bridges are mounted on the portable undertrames or carriages indicated by the reference letters U to U in such a manner that always the two adjacent ends of two bridges rest upon one carriage. One of the ends of a bridge is so firmly'combined with the carriage by means of a sliding bearing 18 that only a movement within narrow limits is allowed, to provide for the expansion, of the bridge owing to temperature fluctuations, small dis placements and the like. he other end of the bridge is movably mounted on the un derirame or carriage by the aid of an a le bearing 20, so thatcorresponding with :he arrangement oi? the bridge 1 at the abutinent-a lateral movement of all the b 'idges is rendered possible when the undercarriages travel along their tracks 26.

The junction of the track 12 mounted on the bridge girders at the pivots or joints of the girders is effected by suitable intermediate pieces of rail 22 which are supported on adjacent ends of the bridge girders and are adapted to be moved longitudinally and transversely, see Fig. lot the drawings. The eXtre-mest end of the bridge B is again connected with the carriage U by means oi an axle or slide hearing. The rails 12 of the track terminate at the outer end. of the bridge B During the lateral displacement of the bridges these rail ends pass in front of the ends of the direction or sorting group of rails R which are out on at rightangles.

The bridges in the illustrated example oi construction are adapted to be displaced in their pivots or iulcrums by an angle up to 30 26 in relation to one another. In these et ztre nest positions (limit cases which 7. Shall .lirot l6 at the abutment M Pivot 20 at the uinlertranie ll-- Pivot at the undertranie U Pivot at the undertranie U Pivot atthe underiraine ll" l5. Pivotat the und *riirarre ll i2. Pivot at the underiraine ll i- 33. Pivot at the underliraine d M EI\"L'1'(3E11QSiZ end of the bridge In vien of the fact that the ninjlertranies or carriages U to U have to travel ditterent t inces when the bridges are moved sideivavn, it is neeeesarv to more the individual bridges positively. For this purpose longitudinal shatter 02 are disposed between the unde trainee, in line with the axis and are provided with bevel wheels 34. 36 it the At the undertraines or sup- 7 c'riages the bevel Wheels oi the tuln al shafts are geared together by 112a l v disposed bevel Wheel 38, Fig. 1

arrangement the result is ohthe driving power of the main 1e inovenient ot the bridges the driving geznhs oit all By correctly proportioi 11 l J l 9' p )0 net ieeis db toe einis 0:. the

iatts it is t'ntherniore POE,- re driving speed oi step ti 7 7 the various driving devices of the ndi idual underirainee U to U .n su:h a manner that the :u/zsee. Speed oi the undertranie l? amounts to 1.5 Speed oi the underiranie ll HlDOUll L'S to 1.0 hh eed oi the underi'ruine U amounts to (LT-l: t' peed ot the iuideri raine U amounts to 0.55 t p-0e l ot the underiraine U amounts to 0. -3? Speed oi" the underiiraine 1" an'iountss to 0.252 Speed of the nnderfranie (1.11 t oeed oi the nnderiranie 0.3

it the nbutn'ient pivot it? a rotation of the bridge around the axle hearing tahes place ithin the range oi i e 01' 5 J. are has alread he 'ujed tric niotor oper the hrn eje e eerved t run a drivers stand posed above the U1 der tra ie. From and the (lietriliution ot the true s the and pulling of the train and the hire in i, also be controlled.

A. positive connection or the undert nines or rarri. c.) with their track 26 is attained by a spur when} -12 driven by the longitudi nnl :hatt meshing with a rack 1- fixed at the :i-ide of the inner rail of the underf "(U118 rurnvay (see in particular Fig. t of the trawingjgs). This provision is necessary in order to eliminate any slip of the Wheels of the inoert'zune upon their t ack. The fixed on the ehafts 32, as far B l3". 13' etc. are concerned l r an intermediate pinion on i", ll tor gettingthe more ind are t nent in the some sense on all bridges.

'it avoid Xceeeive torsionn stresses in itanpcs to U These motors are con troll d 13* the main motor and the pinione upon their rotor shatts engage. directly the spur v-rheels meshing W ;h the ache l is clearly shown in Fig. -.t of the d nav- -rntoniatic solenoid brakes are eni- 1 lo ed to ensure a Sure stopping and correct adjustment of the moving bridgee.

in the following will be described the t operating the arrangement for no; up trains on shunting stations. may fire be assumed that a push nnotive employed. The pus i locomotahes up its position at the end of? the train to be split up standing on one lines oi the arrivel group. Mean the articulated turn bridges B B e. no as to make connection with the direction group R- upon the first group of trucks. which may t of a single or a plurality of trucks, Front of the train should he shunted. rt' trucks in already uncoupled 1' parts of the train.

\ in operation. This locohe. train acroes the l)EltlQ'(.

. group of trucks has passed heroin. the ran e of the bridge so the. the od r oi the. butter on the truck 0! hi tru "as to be pushed off the ll. During the motion of the bridge the next group of wagons or trucks is uncoupled from the train. The correct adjustment of the bridge track in alignment with the distrilnition line is rendered possible by automatic solenoid brakes coming into operation at the moment when the main motor and the auxiliary motors are switched out. In this way a locking of the ou'tinost bridge s ction with the stationary bridge race is rendered unnecessary. lVhen the adjustment of the bridge track has been accomplished, the push locomotive is set in operation again, the train is pushed forward and the next group of wagons is pushed tord on the corresponding line, as already :c. This cycle of operations is reacated until all. the wagons or trucks have seen distributed over the individual lines.

The wagons already deposited on the individual direction lines are pushed forward by the following wagons by the length of the group oi wagons now to be shunted. Dan'iage to the wagons or trucks or the goods on them is etlectively avoided by this method. The direction and grading lines R are utilized in their entire length in his method.

3). Assuming that a capstan is employed for dragging the wagons or trucks 1 group on the shunting bridge on a direction line.

Instead by the push locomotive the motion of the train and the splitting up of the groups of the wagons and their distribution over the individual lines may be effected by means of an electric capstan which is located at the forward end ot the bridge 8 adjacent to the drivers stand. A change in the principle of the distribution method does not take place hereby. The difference is that the train is dragged when a capstan.

The new method is by no means interior to the usual distribution and disposition oi the trucks according to the so-called running-down service. Owing to the simple construction of the elements of the machine reliable and safe operation by the aid ot the bridges n. ay be ensureth particularly stand-by motors may be mounted on the bridge. The distribution and arrangement oi the trucks by me is ot the articulated bridge has the following advantages over the running down system:

i. The motion of the t'ain in the inn proved system takes place substantially on the level ound or on gradients of 1:3.)0. In the running down system the coupled train must be pushed an incline the elevation of which depends upon the distance to he travelled by the trucks and the influences of the temperature and the wind. The lost height of an incline amounts on the average to about 5 to 6 m. 111 parts where strong Winds occur (12 in per see.) as for distance at stations along the coast of the sea, the

running down inclines must be made so hi that the plant on the running down so pra may prove uneconoinical, it not even cally impossible.

2. The trucks to be distributed to the new me hod are pushe'. dividual lines. I which otters ditlieuli-cs I- e i system partici 'ly in regard to proportion ing 01 the rut rang distance, does not come into consideration any longer. The oral-ting and catching oi the vehicles which renders the running down service ditlicult and whirl frequently causes del -{5e to vehicles a d goods and even derai is nated. It is, furthermore, doub :r the hitherto customary running down tem will sutfice when the rolling equipped with ball-bearings and goods trucks are generally introd will probably happen in the near 3. By the new distribution 1 usual distribution points are also e The direction lines abut under rigor unn r o'les against the reds of the outer bridge section, in the arrangement illustrated bridge section B Tn this manner locking frames are also obviated. As no switches have to be served the service becomes much sater and more independent from frost and snow in winter.

4-. Compared with the running down operation the stall can be considerably reduced in the new method. The stall". for carrying out the improved method consists of:

A driver who controls the travel ot the bridge and its adjustment'as well. the moving or the trucks from a suitable driv ers stand. It the locomotive is operated electricall the locomotive may be controlled by the driver or a Windlass it such be provided,

An assistant for uncouplin the train ant Gne or two further assistants corpling the trucks in the newly composed train.

The first cost for the construction of the articulated turn bridges are on superficial estimate somewhat higher than the cost for an incline but the operating costs of the improved method are considerably owe? The shuntingservice according to the tr hicles from a fixed main line over a. group of fixed lines, comprising a plurality of girder sections carrying r: ils, the extreme sections being adjacent the main line and group of lines res iiectirely, and laterally movable undercarriagcs for inovably interconnecting adjacentsecti ns.

2. Apparatus for dist 'ibuting railway vehicles tron a fixed main line over a group ot fixed line-1, comprising group ot ai't-icu lated girder sections carrying rails for pectin, said main line with the tired line, of said group, and means i r 3 moving); said girde' sections throw determined distance to cause the :1 along definite curves.

3. rtpparrtus iior distrib hicles from a listed main 1 oi tired lines, having in con 1 iting re may ve group rr ot' girder sections c i re ons being pivotal y inou and substantially i Other, doom. ls} llrOirlL-(O pivot: oi all sa o being mounted on said lat ral carriages, and each underc' sup orting he 4-. irpparatus for distributing railway vehicles orn a main line to a group of lines, comprising in combination, a grouo 0t articulated girder sections carrying rails for CO1 nesting said main line i h the lines 0t said group means for positively moving said girder sections through predetermined dintances to lie along definite curves, and a block of masonry for supporting that end of the girder section adjoining the main line.

5. Apparatus for distributing railway vehicles from a main line to a group of lines, coinprising in combination, a group of uriculated girder sections carrying rails for connecting said main line with the lines of said group, and means for positively moving said girder sections through predetermined distances to lie along definite curves not exceeding a radius of curvature of 2"0 meters.

6. Apparatus for distributing railway vehicles from a main line to a group of lines, comprising in combination, a group o't articu ated girder sections carrying rails for connecting said main line with the lines Oii said group, means for positively moving said girder ections through predetermined distances to lie along definite curves, and relatively short rail adapted to be moved longi i iall iii'il transvwsely on adjacent ends of ections tor connecting the rails of such sections.

'1. Apparatus for distributing railway *ehicles from a main line to a group of lines, coinprisng in con'ibination, a plurailty of articulated girder secti ns carrying rails, un-

' ections, main motor on one or" said u ide tuating inovenient thereof, and auxiliary inotors controlled by said main motor on the other of said u idercarriages.

8. Apparatus for distributing ra lway vehicles from a main line to a group or lines, comprising in cenibinaton, a plurailty of articulated girder sections carryingrails, undercarriages for moving said sections, driv in; mechanism or each undercarriage proportioned to drive said undcrarriages at predetermined relative speeds, and oinnion inotor means for actuating the driving m chanisn s of a plurality of said underc riages.

Apparatus tor distributing railway ve hicles from a main line to agroup of lines, coinprisii'ig in combination, a plurality of ar ticulated girder sections carrying rails, undercarriages "for moving said sections, driving nicchanisn'i for cacl undercarriage proportioned to urive said undercarriage at predetermined relative speeus, connnon motor means for actuating the driving mechanisms of a plurailty of said undercarriages, and auxiliary irotor neans on such car 'iagz es r relieving the driving mechanisms driving; stresses.

10. In apparatus for distributing railway vehicles troni a main line over a group of lines by means of a ray-like spreading multiple switch said multiple switch consisting ot' a plurality of individual brid es section pivoted together and adapted to be relatvely displaced in a horizontal plane, the end ot said r'st ection adpnnng; the main line ing ad i ted to rest upon a. statioi masonry block, a bearing upon said block tor said section and 1111ClQ1'-Ctl1l&g0 upon which the end of said first ,cction and the ends of the remaining sections ot said bridge are adapted t Lu 1' two adjacent ends of said sections being-c; a lapted to rest upon one undercarriage, one end of said sections being tionary and the other end capable of moving upon said under-carriage, and short interineiidate rail pieces at the joints adapted to be longitudinally 21 id transversely moved on adjacent bridge girder ends, an electric inai'i niotor mounted on the entrei'nestundcr s for s upon \YlllCl ion and the ends o L L ctions of said bridge are adapted to rest, two adjacent ends of said sections being adapted to rest upon one under-carriage, one end of said sections being stationary and the other end capable of moving upon said wider-carriage, and short intermediate rail pieces at the joints adapted to be longitudinally and transversely moved on adjacent bridge girder ends, an electric main motor mounted on the entrcmest undercarriage, longitudinal shafts between said under-carriages disposed along the axis of said bridge, bevel wheels upon the ends of said shafts, said wheels being proportioned according to the required travelling speeds, horizontal bevel wheels meshing with said vertical bevel wheels and means for connecting said shafts with said motor adapted to drive said under-carriages and to move them positively.

12. In apparatus for distributing railway vehicles from a main line over a g oup of lines by means of a ray-like spreading multiple switch said multiple switch consisting of a plurality of individual bridges sections pivoted together and adapted to be relatively displaced in a horizontal plane, the end of said first section adjoining the main line being adapted to rest upon a stationary masonry block, a bearing upon said block for said section and undercarriage upon which the end of said first section and the ends of the remaining sections of said bridge are adapted to rest, two adjacent ends of said sections being adapted to rest upon one under-carriage, one end of said sections being stationary and the other end capable of moving upon said under-carriage, and short intermediate rail pieces at the joints adapted to be longitudinally and transversely moved on adjacent bridge girder ends, an electric main motor mounted on the extremest undercarriage, longitudinal shafts between, said under-carriages disposed along the axis of said bridge, bevel wheels upon the ends of said shafts, said wheels being proportioned according to the required travelling speeds, horizontal bevel wheels meshing with said vertical bevel wheels and means for connectii said shafts with said motor adapted to drive said under-carriages and to move them positively, the positive drive consisting of spur wheels on the driving shafts and racks llel with the inner rails of said undercarriages and engaged by said spur wheels.

In apparatus for distributing railway vehicles from a main line over a group of lines by means of a ray-like spreading multiple switch said multiple switch consisting of a plurality of individual bridges sections pivoted together and adapted to be relatively displaced in a horizontal plane, the end of said first section adjoining the main line being adapted to rest upon a stationary masonry block, a bearing upon said block for said section and under'carriage upon which 'terniediate rail pieces at the joints ad the end of said first section and the ends of the remaining sections of said bridge are adapted to rest, two adjacent ends of said sections being adapted to rest upon one tier-carriage, one end of said sect-ions eingg; stationary and the other end capable of movupon said under-carriage, and short inmediate rail JlGSGS at the joints adapted to be longitudinally and transversely moved on adjacent bridge girder ends, an electric main motor mounted on the extremestuntier-carriage, longitudinal shafts between, said under-carriages disposed along the axis of said bridge, bevel wheels upon the ends of said shafts, said wheels being proportioned according to the required travelling speet s, horizontal bevel wheels meshing with said vertical bevel wheels and means for connecting said shafts with said motorrectly with said spur gearing for the purpose of relieving said shaft.

14. in apparatus for distributing railway vehicles from a main line over a group of. lines by means of a ray-like spreading inst tiple switch said multiple switch consisting of a plurality of individual bridges sections pivoted together and adapted to be relativ ly displaced in a horizontal plane, the end of said first section adjoining the main line being adapted to rest upon a stationary masonry block, a bearing upon said block for said section and under-carriage upon which the end of said first section and the e .s of the remaining sections of said bridge are adapted to rest, two adjacent ends of said sections being adapted to rest upon one under-carriage, one end of said sections being stationary and the other end capable of inov ing upon said under-carriage, and short inpted to be longitudinally and transversely moved on adjacent bridge girder ends, an elect '1 main motor mounted on the extren'iest under-carriage, longitudinal shafts between said under-carriages disposed along the of said bridge, bevel wheels upon the ends of said shafts, said wheels being propon tioncd according to the required travelling speeds, horizontal bevel wheels me with said vertical bevel wheels and 1' a for connecting said shafts with said V1Ll(jt1l motor adapted to drive said under-cart and to move them positively, the positive drive consisting of spur wheels on the driving shafts and racks parallel with the inner rails of said under-carriages and engaged by said spur wheels, and auxiliary lit electric n'lotmfs on 1111 the other bridge lions c 1.t:'0lled by said 11min motor and adapted to ei'xgagg'e (lil'evtly with quid spur gearing f0) the purpose of relieving; said shaft, and a drive? stand at the extremest 0nd of Sflhl bridge from which the attendance and vontml m the entire plant viz. the

lateral displacement of the brid and t. pushing or (having of the true n11 th bridge and the distribution lines can 0 fected with the assistance of a snlll stufl'.

ed 1n In testimony whereot I have signature.

JOHANNES FEU LF N Certificate of Correction.

It is hereby certified that in Letters Patent No. 1,585,337, granted May 18, 1926, upon the application of J ohannes Feuerlein, of Zehlendorf, near Berlin, Germany, for an improvement in Apparatus for Distributing Railway Vehicles from a Main Line Over a Group of Lines, an error appears in the printed specification requiring correction as follows: Page 4, line 85, claim 9, for the Word undercarriage read undercarr'iages; and that the said Letters Patent should he read with this correction therein that the same may-conform to the record of the case in the Patent Ofiice.

Signed and sealed this 13th day of July, A. D. 1926.

[SEAL.]

a M. J. MOORE,

Acting Commissioner of Patents. 

